Taking in van, chassis cab, bus variants, multiple wheelbases, roof heights, engine outputs and front-, rear-, and all-wheel-drive configurations and you’re left with a bewildering range of some 450 variants.
The two-tonne panel vans and Chassis Cabs all use the same 2.2-litre four-cylinder turbodiesel engine, in three power outputs, with a six-speed manual gearbox. The Transit Custom is available with a smaller capacity 2.0-litre oilburner in three different outputs. The Custom again comes in various sizes, lengths and configuration, but also offers for those tradesman looking for a bit more stand-out appeal the Transit Sport.
The smaller Connect and Courier engine range is predominantly dominated by 1.5-litre diesel units, however they can also be had with Ford's 99bhp 1.0-litre, three-cylinder Ecoboost engine too.
The panel van which we tested recorded a gross vehicle mass of up to 3.5 tonnes, and cargo capacity - up to 2.3 tonnes depending on model - has increased by up to 11 percent over the old model.
The largest variant, the Jumbo, has 15.1m3 of cargo space. In any event, the van sides are more vertical, the rear doors are larger to aid the loading and unloading of cargo by forklift.
Ford also claims the Transit has best-in-class cost of ownership, aided by a simplified design that makes it quicker and cheaper to replace key components. The time taken to service the rear brakes has been cut in half, meaning reduced bills for the operator, and less time off the road. Residual values are boosted by up to £2500 on some models over three years/60,000 miles.
Ford says the Transit is more car-like than any big Ford van before it, and it’s not wrong. The dash design will certainly be familiar to any drivers of Ford’s passenger car range: the instrumentation, steering wheel, audio controls and plenty of other switchgear is lifted straight out of its car range.
And just like the car range there are a wealth of trim levels to choose from with the entry-level Transit Courier available in three different levels, with each coming with DAB radio, USB connectivity, Bluetooth, a device dock, hill start assist, and trailer sway control. The Transit Connect also comes in three different attire, and all models come with the same entry-level equipment as the Courier but with the addition of a full size spare and a adjustable driver's seat.
The Transit Custom also is available in three trims but the L1 H1 version is also available in Sport trim which equips with the Transit with partial leather seats, rear view camera, 18in alloy wheels and an aggressive bodykit, while the two-tonne Transit panel van comes in predominantly two trims.
Yet the cabin offers the hardwearing materials and clever storage spaces Transit drivers demand. Both passenger seats lift up for storing large items, while various cubbies in and above the dash are sized to house clipboards, tools, bottles and other frequently used paraphernalia. Charging points of both 12 and 230-volt varieties are fitted.
Perhaps its biggest claim to being car-like is in its refinement. The engine only makes itself heard at the top end of its capability and the cabin is free from wind and road noise. The ride is surprisingly smooth – our test cars were laden with 500kg in the back – and the steering, while not offering a great deal of feedback was at least consistent and reasonably precise.
There is, naturally, a high degree of body roll, but lean is progressive and handling is best described as safe and predictable. Even in its largest configurations, the Transit is easy to drive, thanks to excellent forward visibility and dual-unit door mirrors, which virtually eliminate blindspots. An optional rear-view camera that displays in the rear-view mirror is a useful accessory.
Perhaps the only slight black marks on the Transit's report card are the seats, which although surprisingly comfortable, could do with a little more lateral support for passengers.
We tested the 153bhp version of the 2.2-litre Duratorq TDCI and found it offered more than enough urge to allow the long-wheelbase model to pedal along at motorway pace.
A narrow powerband of just 700rpm means that gearchanges on steep inclines, or likely when cargo approaches the van’s limit, will need to be frequent. Fortunately, the dash-mounted gearlever is well placed, and although slightly notchy on our box-fresh test van, it’s easy to slot a gear home.
On the more important and pragmatic issue of load carrying, the Transit serves well. The rear doors open to 180 degrees, once an additional catch is operated, and a large rear step means it’s easy to jump in and out of. A large sliding door helps further, as does the full range of tie-down points and full ply-lining.
Buyers looking for the most economical choice might want to check out the 123bhp Econetic version, which offers CO2 emissions as low as 177g/km and the promise of 44mpg. Indeed, those Econetic models are predicted to save the driver more than £2000 in fuel costs over four years/80,000 miles over similar-powered non-Econetic models.
Should Ford's claims of the lowest cost of ownership prove true, it’s hard to argue that another van would make more sense for the cost-conscious tradesman or fleet operator. Whether it’s the long-wheelbase, high-top model tested here is more down to the operator’s individual circumstances, of course.
That the Ford Transit is excellent to drive and superbly comfortable is the icing on a already-appealing cake.